Railway car retarder



1.957 0. s. FIELD 2,801,711

RAILWAY CAR RETARDER Filed May 6, 1954 '7 Sheets-Sheet 1 O.S.FIELD v Hls ATTORNEY 8'- 6, 1957 o. s. FIELD RAILWAY CAR RETARDER 7 Sheets-Shae; 2

Filed May 6, 1954 Aug..6, 1957 o. s. FIELD 2,801,711

RAILWAY CAR RETARDER 7 Filed M536. 1954 I 7 Sheets-Sheet 3 FIG.4.

IN VEN TOR.

' O.S.FIE ILD HIS ATTORNEY 6, 1957 o. s. FIELD 2,801,711

RAILWAY CAR RE TARDER' Filed May 6, 1954 7 Sheet-Sheet 4 FIGE).

IN V EN TOR.

OSFIELD HIS ATTORNEY 0, S. FIELD RAILWAY CAR RETARDER Aug. 6, 1957 7 Sheets-Sheet 5 Filed May 6, 1954 INVENTOR. O.S.F|ELD HIS ATTORNEY Fla; 1O.

Aug. 6, 1957 Filed May 6, 1954 O. S. FIELD RAILWAY CAR RETARDER '7 Sheets-Sheet 6 IN V EN TOR.

-O.S.FIEL.D

HIS ATTORNEY 1957 o. s. FIELD RAILWAY CAR RETARDER '7 Sheets-Sheet 7 Filed May 6, 1954 I NVENTO QS I LTD BY HIS ATTORNEY United States 2,801,711 RAILWAY can RETARDER Oscar S. Field, Rochester, N. Y., assignor 110 General ZTlns inveiition relates in general to car retarders of the track brake type as used in railway practice, and it more 1 particularly pertains to an improved car retarder structure that can be used with either or] both of the track rails; 1 1 1 11 1 1 Electric power operated car retarders such as is disclosed inthe U. S. patent to W. K. Howe, No. 1,852,572, granted April 5, 1932, have limitations in their applications in that it is difficult to insulate the track rails for use of track circuits through the retardersfand considerable time is consumed in operating the car retarders to selected degrees of retardation.

, The car retarder according to'the present invention can be u-sedin association with a single track rail, or with 1 both track rails, and there is no problem of maintaining -track circuits through the carretarders as there is no 'niechanical connection between the car retarder mochanisms associated with the diflerent track rails. Faster and more eiiicient operation of the car retarder; is accomplished,f without the use oflev-ers, by1rot-ary cams driven .by,,-sp urgearing, thecams being providedfor operation of the espective adjoiningendsfoffshoebcams, and being ed by a can shaft running parallel to the track rails. 1 Th camshaft is secticnalizedso that ca-itretarderscm 1 be' eadily extended length to include as many shoe bea s as may be required.

degree of retardation provided; 1 The extent towhich he gcarns are rotated is determined by a circuit controller havingl a cam shaft driven by the operating mecha- This circuit controller includes cont'aots operated so to stop the car retarde-r operating cams at selected fpoinis' corresponding to different degrees of retardation. H .fA'djustment for wear of the brake shoes is obtained by ,fthe rotational adjustment of the cam shaft of the circuit troller relative to -the operating mechanism. I

1 An object of the present invention is to provide a single rail car'retarder that is cam operated by a single 1 motor to different selected degrees of retardation.

Another object ofth'e present invention is to construct e operating camf shaftlin sectionsso that the length of a f car 're'tarder can be readily extended to any degree rethe1 1ad dition of standardun it equipment, there 'being afdetacha shaft coupling for each section. I

111 111 O e t b iaelrrq l a iav t 2 to r n oniical hnd convenient means for adjusting the car 1 ta der for 1,w1e1ar1 of the brake shoes.1 1 1 11 1 j 1 nether object. of thep-resent invention is to1 provide 1 ..for1.quicker. and more efficient operation of. acar retarder .byrdriving a camshaft from spur gearing. 1 1 1 1 'Other objects, purposes and characteristic features of 1 the" present invention wil l be-in part obviou's from t he accompanyingdrawings and inpart pointed out as thc: he a pus of =th'e inventi on progressesf t is the accompanying-drawings inwhich similarzind cs1- TThe extent 1t o which the camsiare rotated determines.

escribingj Ithe invention in detail; reference made atent Cfiice ous stages offrot-ation of associated camshaft 1 a-cters and in which:

Fig. 1 'is a plan view of a car retarder with certain portions omitted; 1

Fig. 2 is an elevational sectional view taken along the line 2-2 of Fig. 1 of a typical car retarder' operating unit; 1 1 1 Fig. 3, is an end elevation'al sectional view, with certain parts removed, of a typical car retarder operating unit taken along the line 3-3 of Fig. 1;

Fig. 4 is a plan view of the car retarder operating mechanism with the cover removed; 1

Fig. 5 is a plan view shown partly in cross sectionof the cam operating mechanism for a typical operating unit; 1 1 i \Fig. 6 is an elevational sectional view partially shown taken along the line 6-6 of Fig. of a cam stand; i Fig. 7 is a plan View of a circuit controller mechanism for the car retarder with its cover removed; p 1;

Fig 8 is an enlarged eleva-tional sectional View of the circuit controller taken along the line 88 of Fig. 7 and showing a means for rotatably adjusting the cam shaft of thecircuit controller;

Fig. 9 is a plan view of the circuit controller cam shaft adjustment illustrated in Fig. 8; 1 1 1 j 1 Fig. l0 is an elevational view of one end of the1 car retarder circuit controller; and j 1 Fig. 1 1 is a simplified control circuit for governing the operation of the car retarder provided accordingto the B disposed end to end both inside and outside of an associated track rail TR as is shown in Fig. 1. At the adjoining ends of the shoe beams B are pressure applyingmechanisms disposed transversely of the track rail TR. and mounted on pairs of channels C on which rail supporting ,chai'rs CH as shown in Fig. 2 are secured on each side (if the track rail TR for supporting the track rail. TR and associated shoe beams B. 1 k

f These chairs CH carry the shoe beams B in a manner providing that the shoebeams are movable in a direction normal to the track rail TR. Secured on the inside edges of the shoe beams B are brake shoes S whereby the shoes ,S'l and S2 (see Fig. 2) are subject to actuation against inner and outer edges respectively of the rims of car wheels because of the engagement of the shoe beams B with the upper ends of substantially vertically extending levers L1 and L2, the lower ends of which are bridged by compression springs SP. Theinner levers L1 are limited in movement away from the track rail by fixedbearings BB acting near the centers of the levers L1, while the outer levers L2 are made adjustable in their positions relative to the track rail TR by the action of rotary control cams OM acting against bearings BR substantially centrally disposed in the levers L2. The cams CM are rotated by operating shafts coupled end to end with coupling shafts, which in turn are rotated by a suitable operating mechanism OM. '1 With reference to Fig. 3, the laterally spaced and oppositely disposed channels C are mounted on respective adjoining ties 10 which are provided with suitable tie plates 11. Similarly, the track rail TR! (see Fig. 1) is supported above the ties 10 on ch-annelsC to which itis secured by suitable rail clamps 8. 11

Chairs CH bridging the channels C are secured on the topsof the channelsC on both sides of the track rail TR, and are secured to the track rail TR by bolts 12, thus securing the track rail TR to the tops of the channel C,

which in turn aresecuredon the ties 10. The chairs CH are formed with horizontal surfaces for supporting the shoe beams B on the top of laterally spaced opposing channels 13 which are normal to the track rail TR and serve forengagement of interlocking lugs formed in the lower portion of adjoining shoe beams'B. Spring. seats 14are formed'in the chair CH (see Fig.1) for compression springs 15 which bias the shoe beams'Bin a direc -tion* away from the track rail TR.

' The outer ends of the pairs of channels C have secured thereto U-shaped cam stands CS bridging these channels.

Each of the cam stands CS is formed with a pair of lat- "erally spaced horizontal ways 21 for operation of the associated levers L2. The cam stands CS also include trunnion bearings 16 for the support of the cams CM.

Each of the cams CM has a circumferential cam surface17 (see Fig. 2) that is a spiral of Archimedes which permits uniform motion fromany operating point on the cams CM. The portions of the cams CM involvingrapid transition fromhigh to low points is not used forcontrol.

purposes. The cams CM are keyed on trunnion shafts 18which are journaled in the trunnion bearings 16 of the respective cam stands CS.

The bearings BR of the levers L2 which contact the cams CM are journaled substantially within'the centersof the levers L2 on shafts 19 which carry rollers 20 at the ends thereof that operate in the ways 21 of'the cam stands CS. I

The compression springs SP are retained between suitable spring seats 22 and between the lower ends of respective associated pairs of levers'Ll and L2 by bolts 23 passing through the associated levers Ll and L2 respectively, and axially through the respective associated spring seats 22 and the associated springs SP. The spring seats 22 act as pivots in contact with cooperating jaws 24 formed in thelower ends of the levers L1 and L2.

The car retarder operating mechanism OM (see'Figs. land 4) comprises a case 25 housing a motor M, a

"gear box GB, and a circuit controller CC. The motor ihas a pinion' 26 which drives an operating shaft 27 through'a trainof'gears comprising gears 28, 29, 30,31, 32 and 33within the gear box GB. The gear train also "drivesthe circuit'controller CC through the gears 34 and 35. The case "25 has lugs 36' (see Fig. 1) 'secured to the base of the case which are secured to a pair of long ties 37.

The operating shaft 27 hascouplings 38 secured on both ends thereof which serve as a part of an end to end coupling network of coupling :shafts 39 and 40 (see Fig.

1), couplings 38 .and trunnions'18 whereby all of the cams CM are rotatably connected to the operating shaft '27 'whichinturn is driven through the gear train by the gram of :Fig. 11. The cams C0, C1, C2, C3 and C4 are separated by suitable spacers 45.

A collar 46 is secured on cam shaft 41 near its left hand end as viewed in Fig. 7 by a pin 47, and after the cams C0, C1, C2, C3 and C4 and their associated spacers 45 have been assembled on the cam shaft 41 they are secured against movement axially between the collar 47 and a nut 48 which is threaded onto the shaft 41 and locked by a cotter key 49.

Each of the cams Ct), C1, C2, C3 and C4 operates a pusher 50 having an insulated roller 51 contacting the periphery of the associated circuit controller cam. This pusher operates a movable contact finger 52 (see Fig. 10)

4 between contacting positions with respective fixed contact fingers Fl-and F2.

The gear 35 which drives the car retarder circuit controller has a split hub 53 as is illustrated in Figs. 7, 8 and 9 which serves as a clamp to adjustably secure the gear 35 rotatably to the cam shaft 41. Upon the loosening of bolts 54 and 55 extending through the hub 53 at opposite sides of the shaft 41, the shaft 41 can be rotated for adjustment relative to the gear 35, and the tightening of these bolts provides that the cam shaft 41 is subject to rotation by the gear 35. The hub 53 has a degree. of resiliency for clamping action because of the transverse slot 56 (see Fig. 9) that is cut a substantial distance through the hub 53.

To facilitate the adjustment of the rotated position of the cam shaft 41 relative to the gear 35 when the bolts 54 and 55 are loosened, a combination pointer and operating lever 57 (see Fig. 10) is secured to the end of the cam shaft 41 by a screw 58 as the cam shaft 41 protrudes through the case 44. This lever points to radial markings '59 on a face plate 60 which is secured to the case 44.

The operating stroke of the car retarder from open' to full retardation is through substantially 180 rotationof the car retarder cams CM, and aiso of the cam shaft 41 of thecar retarder circuit controller CC. The initial setting for a car retarder having new shoes S1 and S2 is such that the low points of the cams CM contact the bearings BRfor the open position of the car retarder. Under these conditions, the pointer 57 of Fig. 10'is in a position 180 from theposition in which it is shown, opposite the zero marking of the markings on the plate 60. As the cams CM'are rotated counter-clockwise (see Fig. 2) the car retarder is operated uniformly toward a closed position, the degree of retardation being indicated by the numerals on the face of'the plate 60 (see Fig. 10).. If full retardation is called for, the pointer 57,

"and'similarly the operating mechanism of the car retarder are operated a full 180 from the zero position.

With the car retarder in its position of full retardation, with substantially .new shoes S1 and S2, with reference to Fig. 2 which illustrates this condition, there is still better'than of travel on the cams CM which maybe used in adjustment to compensate for the wear ofthe shoes S1 and S2. Thus as the shoes S1 and S2 wear,"it is desired that'the cams CM be further rotated counterclockwise to compensate for this wear. In otherwords, the operating stroke from zero to full retardation still requires rotation of the cams CM, but to compensate for the wear of the shoes S1 and S2, operation 'is provided over a relatively higher area of the cams CM, so that the open or zero point is no longer at the low point of the cam, but is advanced clockwise around the cam as well as the operating points for the 'different'degrees ofreta'rdati'on so that the bearingsBR are actually actuated closer to the'track rail TR for the different degrees'of retardation than was'true when considering that no "wear of the shoes S1 and S2 had taken place. To obtain this adjustment'for'the wear of the 'shoesSl and S2, with thepower removed from the operatin'g'circuit, the bolts 54 and 55 (see Fig. 8) clampingthe hub of the gear 35 to the cam shaft 41 are loosened, and the pointer 57 (see Fig. 10) is rotated clockwise to'the extent required for shifting the operating area on the camsCM in a clockwise direction a corresponding number'of degrees. After this adjustment has been made the bolts 54 and 55 are again tightened and power is restored to the car retarder control circuit. Upon restoration of power to the control circuit, the cams CM of thecar retarder are operated in a counter-clockwise direction an amount corresponding to the number of degrees of shift of the cam shaft 41 relative to the gear 35. Thus the pointer 57 of Fig. 10 is again brought into alignment with the numeral designating the control position to which the car retarder has been actuated. It has, therefore, been provided that compensation for shoe wear has enor- 2111 been made solely by rotary adjustment of fthe ca'm shaft '41 of the car retarder circuit controller relative to' its driving gear 35,without any adjustments being required in the car retarder itself or in its operating mechanism.

Consideration will now be given with reference to Fig.

11 of a simplified control circuit for the operation of the car retarder. It is to be understood that overload pro- 1 tection and other protective devices may be employed in addition to the simplified circuit that is shown, such as is disclosed, for example, in the US. Patent to W. K. 'Howe, No. 2,038,112, dated April 21, 1936, or in the U. S.

erning the operation of an armature A of the car retarder motor M (see Fig. 4). Cams C0, C1, C2, C3 and C4 of Fig. 11 are the cams similarly designated in Fig. 7, and a motor brake BK of Fig. 11 is the brake BK on the motor shaft as is shown in Fig. 4. A control lever L having five distinctive operating positions is provided for selecting the position to which the car retarder is to be operated. It is to be understood that the lever L can be replaced by any suitable automatic means for selecting the degree of retardation for the car retarder in accordance with the requirements of practice.

The condition of the apparatus as illustrated in Fig. 11 has been made to correspond with the position in which the car retarder structure is shown in the several views, this position being the No. 4, or fully operated position, providing full retardation. The lever L is illustrated in the position to which it has been operated for providing full retardation, and in accordance with this operation, it is assumed that the relay CR has been picked up for driving the car retarder. to its position of full retardation by the energization of a circuit extending from including lever L in its position as illustrated, wire No. 4, contact 62 of the car retarder circuit controller in its right hand position and winding of relay CR, to This relay when picked up energizes the armature A in a direction to close the car retarder in accordance with the energization of a circuit extending from including front contact 63 of relay CR, armature A, back contact 64 of relay OR, series field winding SF, and winding of the brake BK, to The driving of the operating mechanism of the switch machine in accordance with the energization of this circuit rotates the cams C0, C1, C2, C3, and C4 in a counter-clockwise direction as well as rotating the cams CM of the car retarder correspondingly until the control circuit for relay CR is opened at contact 62 by the operating roller 65 associated with contact 62 dropping off of the high portion on the periphery of cam C4. This has resulted in the dropping away of the relay CR and the opening of the motor control circuit at front contact 63 to deenergize the armature A of the motor M. A snubbing circuit has been closed for the armature A upon the dropping away of relay CR through back contacts 63 and 64 of relays CR and OR respectively. The brake BK is deenergized by the opening of front contact 63, and thus the armature A is held against creepage. These conditions that have been described specifically as having taken place when the lever L is operated to the position in which it is illustrated are to be considered typical of the conditions involved in the operation of the lever L to any other position calling for the car retarder to be operated to a position for providing a greater amount of retardation. It will be noted that the contacts associated with the cams for operated positions of the car retarder of less retardation than has been last called for are closed at their low points of the cams, and thus the associated contact fingers are operated to their left hand positions to condition circuits for the opening of the car retarder.

If the lever L of Fig. 11 is operated to the next lower adjoining step for decreasing the degree of retardation applied to the car retarder, energy becomes applied from (F), through lever L, wire =3, contact ofwthe -icar retarder ci r'cuit controller in its left hand-positioni and winding of relay OR, to. The pickingup ofrelay OR applies energy through the armature A of'the motor M in. a circuit extending from through front contact 64 of relay OR, armature A, back contact 63 of relay CR, the series motor winding SF, and brake BK, to (4 -When .thus energized, the armature A is rotated'in a direction to open the car retarder, and thus the cams C0,'C1,

C2, C3, and C4 are rotated in a clockwise direction until the contact 66 is moved on center to open thecircuit for relay OR and cause. this relay to become dropped away. The dropping away of relay OR opens thecircuit for the energization of the armature A and closes a snubbing' circuit through backcontacts 63and 64. \r

Having thus described specifically typical conditions 'for operation of the car retarder to both openand close the retarder, it should be readily apparent that similar circuits having similar modes of operation are provided for governing operation of the car retarder for different degrees of retardation.

Having described a specific car retarder structure as one embodiment of the present invention, it is to be understood that this form is selected to facilitate the disclosure of the invention as to its principles and mode of operation rather than to limit the number of forms the invention can assume, and it is to be further understood that various adaptations, alterations, and modifications may be applied to the specific form shown without in any manner departing from the spirit or scope of the present invention, except as limited by the appending claims.

What I claim is:

1. In a car retarder for railroads operable to diiferent degrees of retardation, means including a plurality of circumferential cams for varying the degree of retardation of the car retarder, and operating mechanism including an electric motor for operating said cams, and a rotary circuit controller operated by said operating mechanism comprising, a cam shaft geared to said operating mechanism, a plurality of differently cut cams keyed on said shaft, contacts operated by the respective cams for controlling said electric motor, and means for adjustably rotating said camshaft relative to its gear connection to said operating mechanism, whereby adjustment for shoe wear of the car retarder is accomplished by rotating the cam shaft relative to the operating mechanism.

2. A car retarder for railroads comprising, a track rail, a plurality of shoe beams disposed end to end inside and outside of the track rail, pairs of opposing levers at the adjoining ends of the shoe beams, one lever of each pair bearing against said shoe beams disposed inside of the track rail, and the other lever of each pair bearing against shoe beams outside of the track rail, said other levers having bearings and rollers, vertically disposed circumferential operating cams contacting said bearings of said other levers respectively, a cam stand for each of said circumferential cams, said cam stand having ways formed therein for said rollers of said other levers and having journals for said circumferential cams, couplings on the ends of the respective journals, respective drive shafts extending longitudinally between couplings of adjoining journals so as to provide rotatable connection for the journals end to end, and an operating mechanism having an electric motor geared to rotate said journals.

3. A car retarder for railroads comprising in combination, a track rail, a plurality of shoe beams disposed end to end inside and outside of the track rail, pairs of 7 isSQidibthBI leversfirespectively a canr stand .-for?ea'ch' of I aid r-circumfrent' ialvicarns, :said' earn stand 2 having' ways 5 or s'aidqrollers 'of said other leversand-hav'ingjournals forirsaid:circumferential ca'msycouplings on the ends'of ---the respective" journals, respective drive shafts connecting (thecouplings of'sadjoining journals end to end; an operating1=mechanism having an electric motor geared to *rotate saidjournals anda rotarycircuit controller operatedbyrt tsaid operating mechanism, said circuit controller havinga camshaft geared to said operating mechanism "iand car'rying a: plurality of'difierently cut cams, said "circuit; controllerhaving contacts operated by said dif- "ferently cutcams forcontrolling said motor, and said 'circuit'controller having-adjustment means for rotating said cam shaft relative to itssgear connection tosaid op-' neratingfimechanism,whereby the extent of rotation of s 8 .e sa'id circumferential cams -is=adjustableby rotating-said s-cam shaftof said-circuit controller relative/to its gearing Tconnectiori -to the z ope'rating mechanism,

' -Referenc es: Cited in the file'of-ithis patent I 'UNITED STATES" PATENTS 1f,757 12s new -2. 'May 6,: 1930 "1,778,518 "Bone 0m. 14,1930

1,827',162 Miller Oct. 13, 1931 1,852,572 "Howe Apr. 5,-1932 2,499,812 Beltm'an 'Mar. 7, 1950 Y FOREIGN" PATENTS 252,555 Great Britain June 3, 1926 

